Electropneumatic brake



Nov. 19, 1935, D, C E 2,021,799

ELECTROPNEUMATIC BRAKE Filed April'4, 1934 3 Sheets-Sheet l CK APPLICATION 1%, RUNNING WAPFLICATION LAP INVENTOR.

DONAL D MCNEAL.

A TTORNE'YQ Nov. 19, 1935. D. McNEAL 2,021,799

' ELECTROPNEUMATIC BRAKE Filed April 4, 1934 s Sheet-Sheet s Fig. .9.

INVENTOR DONALD L. McNEAL.

ATTO Y Patented Nov. 19, 1935 UNITED STATES ELECTROPNEUMATIC BRAKE Donald L. McNeal, Wilkinsburg, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application April 4, 1934, Serial No. 718,961

14 Claims.

This invention relates to electro-pneumatic brakes and has for its principal object the provision of an improved combined automatic brake valve device and electric brake switch device for controlling the brakes on the locomotive and cars of a train.

Another object is to provide an improved combined automatic brake valve device and electric brake switch device for controlling the brakes on the cars of a train either pneumatically or electrically and for controlling the locomotive brakes pneumatically, said devices being so interlooked that when the electric brake switch device is operated to effect an application of the brakes,

the brake valve device is automatically operated to lap position so as to cut off the supply of fluid under pressure to the brake pipe, and when the electric brake switch device is operated to effect a release of the brakes, the brake valve device is automatically returned to running or release position, as may be desired.

Other objects and advantages will appear in the following more detailed description of the invention.

In the accompanying drawings: Fig. l is a diagrammatic view, mainly in section, of a fluid pressure brake equipment for a locomotive, embodying my invention; Fig. 2 is a sectional view taken on the line 22 of Fig. 1 and illustrates the mechanical interlock arrangementbetween the handles of the automatic brake valve device and the brake switch device in running position of the handles of said devices; Fig. 3 is a sectional view similar to Fig. 2 but showing the handles of the automatic brake valve device and of the brake switch device in electric lap position; Figs. 4, 5 and 6 are sectional views taken on the lines 44, 5-5 and 66, respectively, of Fig. 1, with the operating handles of the combined automatic brake valve and brake switch device in various operating positions; Fig. 7 is a sectional view similar to Fig. 4 and shows the operating handle of the brake switch device in the position in which it is carried when controlling the brakes pneumatically; Fig. 8 is a development view of the combined automatic brake valve and brake switch device and illustrates diagrammatically the various communications and electrical contacts made in the various positions of said device; Fig. 9

is a diagrammatic view, partly in section, of an electro-pneumatic brake equipment for a car; and Fig. 10 is a development View of the independent brake valve device and shows diagrammatically the various communications established in the various operating positions of said device.

As shown in Fig. 1, the locomotive brake equipment comprises a combined automatic brake valve and brake switch device I, and the usual inde pendent brake valve device 2, distributing valve device 3, brake cylinder 4, main reservoir 5, and 5 brake pipe 6. The locomotive equipment may further comprise the train wires 1, 8 and 9, which wires will hereinafter be termed application wire, return wire, and release wire, respectively.

' The electro-pneumatic brake equipment on the 10 cars may include a triple valve device I0, an auxiliary reservoir II, a brake cylinder I2, an application magnet valve device l3 and a release magnet valve device M, both of said magnet valve devices being carried by a pipe bracket I48 15 which is clamped between the triple valve device and auxiliary reservoir, and the train wires 1, 8 and 9, this equipment being similar to that disclosed in the pending application of Clyde C. Farmer, Serial No. 507,783, filed January 10, 1931. 20 It should be understood, however, that this type of electro-pneumatic brake equipment is shown herein merely for the purpose of illustration and that the invention is not limited to use with this particular type of electro-pneumatic brake 'equip- 25 ment.

The combined automatic brake valve and brake switch device I comprises a brake valve portion l5 and a brake switch portion H5. The brake valve portion is similar to the usual well known 30 automatic brake valve device and comprises a casing ll carrying a quadrant 21 and having a chamber I8 containing a rotary valve l9 adapted to be operated by a handle 26, an equalizing piston 2| and an exhaust valve 22 adapted to be 35 operated by said piston. The handle 20 is provided with a longitudinal slot 28 extending vertically therethrough in which is mounted a movable member 29 adapted to slide in said slot longitudinally relative to said handle. The member 29 is extended inwardly at the lower end to form a latch 30 which is adapted to engage the usualnotches in the quadrant 27 shown in Figs. 2 and 3, for defining the different operating positions of 45 the brake valve handle 20, which are the usual release, running, holding, lap, service and emergency positions. The member 29 has formed thereon a projection 3| which may be slidably guided in a bore 32 in said handle. In the bore 32 50 is a coil spring 33 which engages the projection 3| and presses the latch 30 into engagement with the quadrant 21. The member 29 is provided at its upper end with an inwardly extending arm 34, for a purpose which will presently appear. 55

7 by pipe 54 to the usual distributing valve release.

Extending upwardly from the casing H is a web 35 for supporting the brake switch portion I6, which portion may comprise a casing 36 having chambers 37 and 38 separated from each other by a partition wall 39. Extending into chamber 3'1 and through the partition wall 39 into chamber 38 is a rotatable shaft 43 adapted to be turned by means of a handle 4!. Carried by said shaft in chamber 31 and electrically insulated therefrom by a sleeve or drum 42 is a contact 43 which moves with the drum and at various times is adapted to engage contact fingers 44, 45 and 46. The contact fingers 44, 45 and 46 are carried in the casing Wall, said fingers being properly insulated from the casing and from each other in any suitable manner, such as by means of an insulating insert 47. The contact 44 may be connected by a wire 43 to a source of electric current, such as a generator 49, the other terminal of said generator being connected by a wire 53 to the return wire 8. The contact 45 is connected by a wire to the release wire 9 and the contact 45 is connected by a wire 52 to the application wire 1. A development of the drum with the electrical contacts established is shown in Fig. 8.

Contained in chamber 38 is a rotary valve 53 operatively connected to the shaft 40 and adapted to control a passage 55 connected by pipe 55 to the usual distributing valve release pipe conn ction of the distributing valve device 3, and

is also adapted to control a passage 54 connected pipe connection of the independent brake valve device 2. Thus, it will be observed that the rotary valve 53 is interposed between the pipes 54 and 55, which pipes will hereinafter be termed release pipe, and application and release pipe, respectively. The rotary valve chamber 38 is connected through a passage and pipe 56 to the usual reducing valve pipe 51 at a point intermediate the reducing valve 53 and the independent brake valve device 2.

The socket portion of the handle 4| is provided with a recess 53, as shown in Figs. 2 and 3, which is adapted to slidably receive, between the side faces 63 and 6| thereof, the free end of the arm 34 of the member 29 for effecting driving engagement between the handle 4| and the handle 23, so that movement of the handle 4| through a certain zone will effect movement of the handle 25.

It Will be understood that as the handle 20 is turned, the latch 39 on the member 29 is shifted inwardly and outwardly, in the usual manner, according to the contour of the latch engaging surface of the quadrant 21, and thus effects corresponding movement of the arm 34. The contour of the quadrant within the zone defined by release and holding positions of the automatic brake valve device is such that the arm 34 will remain in engagement within the recess 59 when the handle 4| is moved within said zone and, due to this engagement, the handle 20 will be moved concurrently in the same direction as the handle 4| is moved. Between the notches defining holding and lap positions of the automatic brake valve device, the latch engaging surface of the quadrant El is inclined outwardly from the holding position notch to the landing adjacent to the lap position notch, so that when the brake switch handle 4| is moved in a counter-clockwise direction from holding position, the latch 30, and consequently the arm 34, will be moved outwardly while said latch is sliding over said inclined surface, and the landing 60 is so spaced from the axis of the shaft 45 that when the latch has been moved into engagement with said landing, the arm 34 will have been entirely withdrawn from within the recess 59, as shown in Fig. 3. sition of the handles 29 and 4| in which this disengagement of the arm 34 from within the recess 59 occurs will be termed hereinafter electric lap position.

Thus, the handle 23 moves with the handle 4| during movement of the handle 4| in a counterclockwise direction from holding position until the handles are in electric lap position, and the disengagement of the arm 34 from within the recess 59 in electric lap position permits the handie 4| to be moved therefrom in a counter-clockwise direction to the extreme limit of its travel, which is defined as electric brake cut-out position and will be described hereinafter, free from the handle 4|, the handle 28 meanwhile being left in 50 electric lap position. It will be noted that electric lap position is slightly to the rear of lap position of the automatic brake valve portion, that is, between lap and holding positions. As is well known, lap position of the usual automatic brake valve device actually embraces a certain zone at either side of the lap position notch. Electric lap position is so disposed that the automatic brake valve portion will be positioned in the lap zone between holding and lap positions when the handle 23 is moved to and left in electric lap position, as above described.

It will be noted that the face 5| of the recess 59 extends farther outwardly than the face 62 and is adapted to engage the arm 34 upon movement of handle 4| of the brake switch device in a clockwise direction from any position and to remain in engagement therewith throughout the range of .such movement. Thus when the handle 4| of the brake switch device is moved in a clockwise direction from electric lap position, the face 6| will engage the arm 34 and cause the handle 23 of the automatic brake valve device to be moved concurrently in the same direction. During this movement of the handle 20, the latch 3!) will slide down the inclined surface on the quadrant between lap and holding positions and thereby cause the arm 34 to again engage within the recess 59. Thus, the handles 20 and 4| are again interlocked so that they will move together upon movement of the handle 4| in a counterclockwise direction within the zone included between release and electric lap positions.

Due to the fact that the face 6| of the recess 59 is adapted to engage the arm 34, as above explained, movement of the handle 20 of the automatic brake valve device from any position to emergency position causes the handle 4| of the brake switch device to be moved therewith, for

a purpose which will be understood from the description hereinafter.

Carried by the supporting web 35 is a latch 63, as shown in Fig. 2, which is adapted to engage, at different times, the notches 64, 65 and 66 for defining electric lap, electric service and electric 65 brake cut-out positions, respectively, the latch 63 being acted upon by a spring El for effecting said engagement. Electric release position is coincident with holding position of the automatic brake valve device, the engagement of the latch 30 70 with the holding notch defining said electric release position, it being remembered that the handles 2!! and 4! are interlocked in said holding position, as hereinbefore described.

The independent brake valve device 2 is of the II The pol us'ual type employed in the well known E T locomotive brake equipment by which the locomotive brake may be controlled independently of the train brakes and comprises a rotary valve 66 contained in a chamber 69 and adapted to be operated by a handle I9.

The distributing valve device 3 comprises the usual equalizing portion and application portion. The equalizing portion comprises a piston II contained in a chamber I2 which is connected through passage 13 to the brake pipe 6, and a main slide valve I4 and an auxiliary slide valve I5 contained in a valve chamber I6 and adapted to be operated by said piston.

The application portion of the distributing valve device 3 comprises a piston 11 contained in a chamber I8, an application slide valve 19 contained in a chamber 80 and an exhaust slide valve 8| contained in a chamber 82, said slide valves 5 being adapted to be operated by the piston 11.

The triple valve device, as shown in Fig. 9, may be of the usual type comprising a casing having a chamber 83 connected to the brake pipe 6 through a passage and pipe 84 in the usual manner and containing a piston 85 adapted to operate the usual main slide valve 86 and auxiliary slide valve 81 contained in a chamber 88 connected to the auxiliary reservoir II.

The application magnet valve device I3 may comprise a magnet 89 adapted to control oppositely seating valves 99 and 9| contained in chambers 92 and 93, respectively, the chamber 92 being connected to the auxiliary reservoir II through a passage 94 and the chamber 93 being open to the atmosphere through a passage 95. Also contained in the chamber 93 is a spring 96, the pressure of which tends to seat the valve 9| and to unseat the valve 99. Intermediate the valves 99 and 9| there is a chamber 91 which leads to an application valve device 98 through a. passage 99.

The release magnet valve device may comprise a magnet I99 adapted to control oppositely seating valves I38 and I 39 contained in chambers I 49 and MI, respectively, the chamber I49 being open to the atmosphere through a passage I42 and the chamber I4I being connected to the valve chamber 92 of the magnet valve device I3 through a passage 299. Also contained in the chamber MI is a spring I43, the pressure of which tends to seat the valve I 39 and to unseat the valve I38. Intermediate the valves I38 and I39 there isa chamber I44 which leads to a release valve device I45 through a passage I46.

One terminal of the magnet 89 is connected to the application wire I by a wire IM and one terminal of the release magnet I99 is connected to the release 9 by a Wire I92, while each of the other terminals of the magnets is connected to the return wire 8 by a wire I93.

The application valve device 98 may comprise a flexible diaphragm I94 which is adapted to seat on an annular seat rib I95. A chamber I99 at one side of the diaphragm valve is connected to the chamber 91 of the magnet valve device I3 through the passage 99 and a chamber I91 at the other side is open to the passage 94. Leading from the inner seated area of the diaphragm valve is a brake cylinder passage I98.

The release valve device I45 may comprise a flexible diaphragm valve I41 which is mounted in the bracket I48 and is adapted to seat on an annular seat rib I49. A chamber I59 at one side of the diaphragm valve is connected to the chamber I44 of the magnet valve device I3 through the passage I46 and a chamber I5I at the other side is open to the atmosphere through a passage I52.

When each car in a train is provided with an electro-pneumatic brake equipment of the type 5 described hereinbefore and the electric controlling circuit is complete from the locomotive throughout the train, the train brakeswill usually be controlled electrically, in the manner described hereinafter. A train may, however, be made up of mixed brake equipments, that is, some cars will have an electro-pneumatic brake equipment and other cars will have the usual type of pneumatically controlled brake equipment (not shown). Whether such a train is to be controlled electrically pneumatically will depend upon the number of cars therein provided with an electro-pneumatic brake equipment and their distribution in the train.

In operation, assuming that the train brakes are to be controlled electrically, the brake switch device I6 is placed in running position and this automatically positions the brake valve device I 5 in running position, as shown in Fig. 2, due to the interlocking of the respective handles M and 29 in the manner hereinbefore described. The independent brake valve device 2 is also placed in running position.

With the brake switch device I 6 in running position, the contact 43 is out of engagement with the contacts 44, 45 and 46, as shown in Fig. l, and the train wires I, 8 and 9 are therefore deenergized.

Fluid under pressure from the main reservoir 5 flows through pipe I99 and passage III] to the rotary valve chamber I8 of the automatic brake valve device I5, through pipe I99 to the feed valve device III and to the reducing valve 58, and through pipe I99 and passage I36 to the application slide'valve chamber 89 of the distributing valve device 3.

The feed valve device I I I operates in the usual manner to reduce the pressure of the fluid from the main reservoir 5'to that normally carried in the brake pipe. Fluid at this reduced pressure flows from the feed valve device l I I through pipe and passage II2 to the seat of the rotary valve I9 in the automatic brake valve device I 5.

With the rotary valve I9 of the automatic brake valve device I5 in running position, as shown in Fig. 1, fluid at the reduced pressure supplied from the feed valve device III flows from passage II2 through cavity H3 in the rotary valve and passage I4 to chamber I I5 at the upper side of the equalizing piston 2 I and from thence through passage and pipe II6 to an equalizing reservoir III. Fluid at the reduced pressure supplied by the feed valve device III also flows from cavity H3 in the rotary valve I9 through passage II8 to the lower side of the equalizing piston. The fluid pressures thus become balanced on the opposite sides of the equalizing piston 2! and said piston operates to maintain seated the discharge valve 22. Fluid under pressure supplied to passage I I8 also flows to the brake pipe 9, charging said brake 5 pipe with fluid at feed valve pressure.

The reducing valve 58 operates in the usual manner to supplyfluid at reduced pressure to pipe and passage 51 leading through port H9 in the rotary valve 68 of the independent brake valve device 2 to chamber 69. Fluid at reducing valve pressure supplied to pipe 51 also flows through pipe and passage 59 to the rotary valve chamber 38 of the brake switch device I6.

Fluid under pressure supplied to the brake pipe 6 flows through passage I3 to the equalizing piston chamber I2 of the distributing valve device 3 and causes the equalizing piston II to shift the slide valves I4 and I5 to their release positions, as shown in Fig. 1, in which position a feed groove I20 is uncovered, thereby permitting fluid under pressure to flow from the piston chamber 12 to the valve chamber '56 and from thence through passage I2I to a pressure chamber I22.

With the equalizing slide valve 14 of the distributing valve device in release position, the application piston chamber '18 is connected to the atmosphere through passages I63 and I23, cavity I24 in the equalizing slide valve 74, passage I25, application and release pipe and passage 55, cavity I26 in the rotary valve 53 of the brake switch device I6, release passage and pipe 54, passage I2'I in the independent brake valve device 2, cavity I28 in the rotary valve 68, passage and pipe I29, passage I30 in the automatic brake valve device I5, cavity I3! in the rotary valve I9 and an atmospheric passage 532. The application chamber I33 is also connected to passage I25 through passage I34 and cavity 24 in the slide valve l4 and is therefore normally at atmospheric pressure.

The application piston chamber 78 being at atmospheric pressure, the application piston TI is connected to the atmosphere, through port Ill in the exhaust valve 9i and the passage i355. The brake cylinder 4 is connected to chamber 32 by pipe and passage I3? and is therefore normally at atmospheric pressure.

Fluid under pressure supplied to the brake pipe flows therefrom to the piston chamber 83 of the triple valve device II] of each car equipment through pipe and passage 84, and with the triple valve parts in release position, as shown in Fig. l, fluid under pressure flows from the piston chamber 93 to the auxiliary reservoir I I through the usual feed groove I37 around the triple valve piston 65 and valve chamber 88.

Fluid under pressure supplied to the brake pipe also flows to the triple valve devices (not shown) on cars not having an electro-pneumatic brake equipment, and with the triple valve parts in release position, charges the auxiliary reservoir in the usual manner.

With the train wires 2', 9 and 9 deenergized, as hereinbeiore mentioned, the wires iilI, I03 and I02 and the magnets 89 and it are deenergized. With the magnet 59 deenergized, the valve 90 is unseated and the valve 9| is seated, due to the action of spring 99, as shown in Fig. 9, and with the magnet Iii deenergized, the valve E38 is unseated and the valve 539 is seated, due to the action of the spring M3.

Fluid under pressure supplied to the valve chamber 88 in the triple valve device and to the auxiliary reservoir Ii flows to the diaphragm chamber I08 in the application valve device through passage 94, valve chamber 92 in the magnet valve device I3, past the unseated valve 99, through chamber 91 and passage 99. From the chamber 92 fluid under pressure flows to the valve chamber It! in the magnet valve device I 4 through passage 20. Fluid under pressure also flows from passage 94 to the chamber I97. With the triple valve device in release position, the passage I08 which leads from the inner seated area of the flexible diaphragm valve I94 and from the brake cylinder I2 is connected to the atmosphere through a cavity I53 in the main slide valve 86 of the triple valve device, passage I54, pipe and passage I55, chamber I5I and passage I52. Since the inner seated area of the diaphragm I04 is connected to the atmosphere, as just described, the pressure of fluid in chamber I05 will maintain the diaphragm valve I04 seated against 5 the opposing pressure of fluid in the chamber I07, so that there will be no loss of fluid past this valve from the auxiliary reservoir to the atmosphere.

To effect an application of the brakes electrically, the handle 4| of the brake switch device I6 is moved to electric service position, shown in Fig. 6. Due tothe interlocking arrangement hereinbefore described, between the handles II and 2, the handle 20 moves with the handle M to electric lap position where it remains while the handle 4| is moved to electric service position. As hereinbefore explained, electric lap position of the automatic brake valve device is a position in which said device is lapped, and with the brake valve device thus lapped, the supply of fluid at feed valve pressure to the brake pipe is cut off, in the usual manner.

In electric service position of the brake switch device, the contact 43 engages the contacts 44, 45 and 46, thus connecting the wire 48 to both the wires 5I and 52. With contact 43 engaging contacts 44 and 46, current is supplied from the genrator 49, or other source of current, to the application magnet 89 through a circuit which includes wire 48, contacts 44, 43 and 46, wires 52, l and NH, the application magnet 89, wire I03, return wire 8 and. wire 50. With contact 43 engaging contacts 44 and 45, current is supplied from the generator 49 to the release magnet through a circuit which includes wire 48, contacts 44, 43 and 45, wire 5!, release wire 9, wire I02, release magnet Hi9, wire I03, return wire 8 and wire 5. Thus, both the application and release magnets are energized.

With the release magnet 89 energized, the valve I38 is seated and the valve I 39 unseated. With the valve I39 unseated, fluid under pressure from the valve chamber I4I, as supplied from the auxiliary reservoir, flows to the chamber I50 in the release valve device I past the unseated valve I39, through chamber I44 and passage I46, causing the diaphragm valve I4! to flex downwardly into seating engagement with the annular seat rib I49, thus closing communication from the brake cylinder I2 to the atmosphere.

The energization of the application magnet I0 causes the valve 90 to be seated and the valve 9! to be unseated. With the valve 90 seated, communication is closed from the auxiliary reservoir to the chamber I06 in the application Valve device 98. With the valve 9! unseated, fluid under pressure is vented from the chamber I06 to the atmosphere through passage 99, chamber 91, past the unseat-ed valve 9|, through valve chamber 93 and passage 95. With the chamber I06 thus vented, the pressure of fluid in the chamber I97 as supplied from the auxiliary reservoir and acting on the under side of the diaphragm valve I04 causes said valve to flex upwardly from the seat rib I5, so that fluid under pressure now flows from the auxiliary reservoir I I to the brake cylinder I2 through passage 94, valve chamber I 0'! and passage I08. Now, since the release valve I4! is seated so that fluid under pressure supplied to the brake cylinder passage I08 cannot escape to the atmosphere, an application of the brakes is effected.

If it should be desired to limit the brake cylinder. pressure in effecting anapplication of the 76 brakes, the operator first moves the brake switch device I6 to electric service position, which causes the car brake equipments to operate the supply fluid under pressure to the brake cylinders in the same manner as just described and then when the desired brake cylinder pressure is obtained moves the handle 4I of the brake switch device to electric lap position, shown in Figs. 3 and 5. This movement of the handle 4| causes the contact 43 in the brake switch device to become disengaged from the contact 46, thereby opening the circuit through the application magnet 89. The contact 43 remains in contact with contacts 44 and 45, thereby maintaining the circuit through the release magnet I80 closed. 7

Upon the opening of the circuit through the magnet 89, said magnet is deenergized and the pressure of the spring 96 causes the valve 9| to be seated and the valve 90 to be unseated. With the valve 9| unseated, communication from the chamber I85 in the application valve device 98 to the atmosphere is closed off, and with the valve 98 unseated, fluid under pressure from passage 94 again flows to thechamber I06 and causes the diaphragm valve I04 to flex downwardly into seating engagement with the seat ring I05, thus closing off further flow of fluid from the auxiliary reservoir to the brake cylinder.

It will here be understood that when the brakes are controlled electrically, the triple valve device I0 does not move from its release position.

In effecting an application of the brakes in the manner above described, the flow of fluid under pressure from the auxiliary reservoir to the brake cylinder effects a reduction in pressure in the auxiliary reservoir and in the valve chamber 88 below that in the piston chamber 83 of the triple valve device III, with the result that fluid under pressure flows from said piston chamber through the feed groove I3! into chamber 88 and the auxiliary reservoir. The automatic brake valve device being in electric lap position, as hereinbefore explained, the flow-of fluid under pressure from the piston chamber 83 into the valve chamber 88 effects a reduction in brake pipe pressure, and this reduction is effective in the piston chamber of the triple valve devices (not shown) on cars equipped with pneumatically controlled brake equipments. With each electropneumatic brake equipment in a train thus operating to reduce brake pipe pressure, it will be seen that if the number of such equipments is sufiiciently in excess of the number of pneumatically controlled brake equipments in the train, brake pipe pressure will be reduced at a greater rate than fluid under pressure can back-flow from the auxiliary reservoir through the feed groove into the piston chamber of the triple valve devices of the pneumatically controlled brake equipments, and when the differential thus .established on the triple valve pistons exceeds the amount required to overcome the friction of said pistons, said triple valve devices will operate in the usual manner to effect an application of the brakes. It is obvious that to electrically control the application of the brakes on a train made up of mixed brake equipments, that is, a train having some cars equipped with electropneumatic brake equipments and other cars equipped with pneumatically controlled brake equipments, there must be a suflicient number of electropneumatic brake equipments in the train to effect a brake pipe reduction such that a sufficient differential pressure is created on the triple valve pistons to cause operation of the triple valve devices to apply the brakes. 7

It will be noted from Fig. 8 that when the brake switch device is in electric service position, communication is establshed from the rotary valve chamber 38 to passage and pipe through a port I62 in the rotary valve 53, which permits fluid supplied from the reducing valve device 58 to chamber 38 to flow therefrom to the application piston chamber IB of the distributing 1 valve device through the pipe 55, passage I25 in the distributing valve device 3, cavity I24 in the main slide valve I l, and passages I23 and I63. Fluid supplied to pasage I25 also flows through passage I 34 to the application chamber I33. 1

The pressure of fluid supplied to the application piston chamber I8 causes the application piston TI to shift the slide valves I9 and BI toward the right hand, the initial movement causing the slide valve ill to lap the atmospheric 20 and from thence through passage and pipe I3? 25 to the brake cylinder 4. The rate at which fluid under pressure is thus supplied to the application piston chamber I8 is such that the degree of brake application on the locomotive will be substantially the same as on cars having the brake application controlled electrically in the manner hereinbefore described.

When the pressure of fluid supplied to valve chamber 80 of the distributing valve device, and consequently to the brake cylinder 4 and through passage I6I to chamber I66 at the right hand side of the application piston II, builds up to a degree slightly exceeding the pressure of fluid supplied to the application piston chamber I8,

the application piston 11 is shifted toward the 40 left hand. This movement of the piston 11 shifts the application slide valve 19 until port I 58 is lapped, so as to prevent further flow of fluid to the brake cylinder. i

The hereinbefore mentioned reduction in brake I in which fluid under pressure is permitted to flow 5 from valve chamber I8 andconnected pressure chamber I22 through the service port I56 in slide valve I4 and passages I23 and I63, and from passage I23 through cavity I51 and passage I34 to the application chamber I33. The pressure of 60 fluid thus applied to the application piston chamber I8 increases the pressure over that supplied to said chamber through the brake switch device, as above described, and consequently increases the degree of brake application on the 6 locomotive. If the degree of brake application thus had on the locomotive should be greater than that desired, the pressure in the brake cylinder 4 may be reduced by moving the inde pendent brake valve device 2 to release position,

in which position the application piston chamber I8 is open to the atmosphere through passage and pipe I63, cavity I64 in the rotary valve 63 of the independent brake valve device 2 and the atmospheric passage I65, as indicated in Fig. 10. I!

The venting of fluid under pressure from the application piston chamber l8 permits brake cylinder pressure in chamber I66 to shift the piston I8 and slide valves i8 and 8| toward the left hand to release position in which fluid under pressure is vented from the brake cylinder 4 through pipe and passage I31, release valve chamber 82, port III in the exhaust slide valve 8 I, and atmospheric passage I35.

When the pressure in the locomotive brake cylinder 4 has been thus reduced to the desired degree, the independent brake valve device 2 is returned to running position in which the pipe I63 is lapped by the rotary valve 68, thereby cutting oif further venting of fluid under pressure from the chamber I8. When the pressure in valve chamber 82 and the brake cylinder 4 has been reduced in the above described manner to a degree less than the pressure retained in the piston chamber I8, the application piston 71 and slide valves l9 and 85 are shifted toward the right hand to lap position in which passage I is lapped by the exhaust slide valve 8I, thereby cutting off further reduction of brake cylinder pressure.

With the equalizing slide valves I4 and I5 in service position, the application piston chamber I8 is connected to the safety valve device I75 through passages 63 and I23, ports I1! and I82 in the slide valve I4, cavity I83 in the slide valve I5, and passage I78, so as to prevent the build-up of excessive-pressure in the application piston chamber, and consequently in the brake cylinder 4.

When the brake switch device I6 is turned from electric service position to electric lap position for the purpose of limiting the degree of brake application, as hereinbefore described, the flow of fiuid under pressure from the piston chamber 83 of the triple valve device Ii), and consequently from the brake pipe, through the feed groove I3! into the valve chamber 88 and auxiliary reservoir II will continue until brake pipe pressure equalizes with auxiliary reservoir pressure. This reduction in brake pipe pressure being effective in the piston chamber I2 of the distributing valve device 3, fluid will continue to flow from the valve chamber l6 and pressure chamber I22 to the application piston chamber I8 and application chamber I33, as above described, until the pressure in the valve chamber I8 is reduced to a degree less than the reduced brake pipe pressure in piston chamber I2. The piston II and auxiliary slide valve I5 are thereupon shifted toward the left hand to lap position, in which the movement of said piston is stopped by engagement with the main slide valve I4. In lap position, the service port I58 is lapped by the auxiliary slide valve I5 so as to prevent further flow of fluid under pressure to the application piston chamber I8.

It will be noted from Fig. 8 that when the brake switch device is in electric service position, communication is established from the rotary valve chamber 38 of said device to passage and pipe 54 through a port I62 in the rotary valve 53. Fluid supplied to chamber 38 by the reducing valve device 58 is thus supplied to the release pipe 54. With the independent brake valve de vice 2 in running position, as shown in Fig. 1, fluid under pressure supplied to pipe 54 flows therefrom through passage I21 in said device, cavity I28 in the rotary valve 68, passage and pipe I29, and passage I38 in the automatic brake valve device I5 to the seat of the rotary valve I9. The

pipes 54 and I29 are thus charged with fluid at substantially the same pressure as the pressure of fluid obtained in pipe 55 and in the application piston chamber I8 as supplied through the brake switch device in the manner hereinbefore described, so that when the electric brake switch device is turned to electric lap position or to holding position, in which positions passage 54 is connected to passage 55 through the cavity I26 in the rotary valve 53, fluid under pressure will not flow from the pipe 55 and application piston chamber I8 into pipes 54 and I29 and thus effect a partial undesired release of the locomotive brakes.

To eflect a release of the brakes after an electric application, the handle 4| of the brake switch device I6 may first be turned to release position and then to running position, and due to the interlocking arrangement between the handle II and the handle 28 of the automatic brake valve device hereinbefore described, the handle 28 is moved concurrently with the handle 4I first to release position and then to running position.

In release position of the brake switch device I6, the contact 43 is out of engagement with contacts 44, 45 and 46, so that the release magnet I80 becomes deenergized and the application magnet 89 remains deenergized. With the magnet I O0 deenergized, the pressure of the spring I43 of the magnet valve device I4 causes the valve I39 to be seated, closing communication from the valve chamber I4I, and thereby the auxiliary reservoir, to the chamber I58 in the release valve device I45, and causes the valve I38 to be unseated. With the valve I38 unseated, fluid under pressure in the chamber I50 exhausts to the atmosphere through passage I46, chamber I44 in the magnet valve device I4, past the unseated valve I 38, and through valve chamber I 40 and passage I42.

With the pressure in chamber I44 thus removed from the upper side of the diaphragm valve I41, said valve will be flexed upwardly by the pressure of fluid in the passage I55 and acting on the inner seated area of the release valve I45. With the release valve thus unseated, fluid under pressure flows from the brake cylinder I2 to the atmosphere through passage I 88, cavity I53 in the main slide valve 86 of the triple valve device I0, passage I54, pipe and passage I55, valve chamber I5I in the release valve device I45 and the atmospheric passage I52.

In release position of the automatic brake valve device I5, fluid at main reservoir pressure is supplied to the brake pipe, in the usual manner, from the rotary valve chamber I8 in said device through a port I18 in the rotary valve I9 and thence through passage H8. The increase in brake pipe pressure causes the triple valve devices on cars not equipped with an electropneumatic brake equipment to operate in the usual manner to release the brakes on those cars and to recharge the associated auxiliary reservoirs. The auxiliary reservoirs associated with the electro-pneumatic brake equipments are recharged in the manner described in connection with the initial charging of the equipment.

The increase in brake pipe pressure effected through the automatic brake valve device I5 when in release position shifts the equalizing piston II and slide valves I4 and I5 in the distributing valve device to release position as hereinbefore described. In release position of the brake switch device, the passage 55 is lapped by the rotary valve 53, so that in this position, the

locomotive brakes are held applied while the brakes on the cars in the train are being released by an increase in brake pipe pressure.

When the brake switch device, and thereby the automatic brake valve device, is turned to running position, the brake pipe is charged through the rotary valve I9 in the brake valve device .in the manner described in connection with the initial charging of the equipment. In running position of the brake switch device, the cavity I26 in the rotary valve 53 establishes communication between passages 54 and 55. With this communication established, fluid under pressure is vented from the application piston chamber I8 to the atmosphere through passages I63 and I23, cavity I24 in the slide valve 14, passage I25, pipe and passage 55, cavity I26 in the rotary valve 53, passage and pipe 54, passage I21 in the independent brake valve device 2, cavity I 28 in the rotary valve 68, passage and pipe I29, passage I30 in the automatic brake valve device I5, cavity I3I in the rotary valve I9, and the atmospheric passage I32, thereby effecting a release of locomotive brakes. The application chamber I33 being connected through passage I34 to cavity I24 in slide valve 14, through which fluid under pressure is vented from the application piston chamber I8, the chamber I33 is also vented.

After a service application of the brake is effected electrically, if it is desired to release the brakes on the cars only while recharging to feed valve pressure, the brake switch device is turned from electric lap position to electric release position and this movement of said device automatically positions the automatic brake valve device I in holding position, due to the interlocking arrangement of the respective handles hereinbefore described.

In electric release position of the brake switch device, the release magnet I 39 is deenergized and fluid under pressure is thereby vented from the brake cylinder I Z to the atmosphere in the manner described hereinbefore. The brake valve device being in holding position, fluid at feed valve pressure is supplied from passage II2 through cavity II3 in the rotary valve I9 to the passage II8 leading to the brake pipe 6. Fluid under pressure thus supplied to the brake pipe causes the triple valve devices on cars not equipped with an electro-pneumatio brake equipment to operate to release the brakes on those cars.

The increase in brake pipe pressure effected in holding position of the brake valve device also causes the equalizing piston H of the distributing valve device 3 and the slide valves 14 and to move to their release positions.

The locomotive brake is held applied in holding position of the brake valve device I5 because the passage II2, which leads through pipe and passage I63 to the application piston chamber I8 in the distributing valve device 3, is lapped by the rotary valve I9 of the brake valve device.

It will be noted from Fig. 8 that in the movement of the brake valve device from electric lap position to holding position, the cavity H3 in the rotary valve I9 establishes communication from passage I I2 to passage I I8 slightly in advance of the opening of the circuit from contact 44 to contact 45 by the contact 43 in the brake switch device. Thus, fluid at feed valve pressure is supplied to the brake pipe in advance of the opening of the release magnet circuit, for a purpose which will now be explained.

As hereinbefore explained. in the automatic brake valve device there is a zone adjacent to the lap position notch, toward the holding position notch, in which the brake valve device is lapped, and electric lap position is disposed within this zone. After a predetermined movement from electric lap position toward electric release position, or holding position of the brake valve device, the feed valve passage H2 is open to the brake pipe passage II8 through the cavity H3 in the rotary valve I9, this opening being restricted at first and becoming larger as the movement toward holding position continues. Now, if the release magnet circuit were arranged so as to be opened during this movement and before the feed valve passage is opened to the brake pipe passage, then it would be possible for the operator, when desiring to release the car brakes while holding the locomotive brakes applied, to unintentionally use a position in which the electro-pneumatic brake equipments would be released and the feed valve passage in the brake valve device remain lapped. This, of course, would be an un desirable condition because, with the supply of fluid under pressure to the brake-pipe thus cut off, leakage from the brake pipe would deplete the pressure therein and, furthermore, the triple valve devices on the cars not equipped with an electro-pneurnatic brake equipment would remain applied. To obviate these difficulties, the contact 43 in the brake switch device is arranged to maintain the release magnet circuit energized until the cavity Il3 opens communication from the feed valve passage I I2 to the brake pipe passage If it is desired to effect an emergency application of the brakes, the handle of the brake valve device is moved to emergency Position and since the arm 34 remains in contact with the face SI of the handle M of the brake switch device, the handle 4| will be moved a corresponding distance by the handle 20. With the brake switch device thus turned to emergency position, the contact 43 engages the fixed contacts 44, 45 and 45, as shown in Fig. 8, so that the train wires are energized and the electro-pneumatic brake equipments are caused to operate to apply the brakes in the same manner as hereinbefore described in connection with an electric service application of the brakes. With the brake valve device in emergency position, fluid under pressure is suddenly vented from the brake pipe through passage I I 8, cavity I'M in the rotary valve I9 and the atmospheric passage I32, with the result that the triple valve devices on cars not equipped with an electro-pneumatic brake equipment are caused to operate to effect an emergency application of the brakes on said cars in the usual well known manner. It is obvious that in the event of a failure of the electric equipment when the brake valve device and the brake switch device are thus moved to emergency position, the rapid venting of fluid from the brake pipe through the brake valve device, being eflective in the piston chamber 83 in the triple valve device III, will cause said device to operate to effect an emergency application of the brakes.

The above mentioned sudden venting of fluid from the brake pipe is effective in the equalizing piston chamber I2 in the distributing valve device 3, and the equalizing piston 'II and slide valves I4 and I5 are therefore moved to emergency position in which fluid is supplied from the pressure chamber I22 to the application piston chamber I8 directly from the valve chamber I6, past the end of the slide valve I4 to passage I23 and thence through passage I63. Passage I34 from the application chamber I33 is lapped by the slide valve 14, so that fluid pressure equalizes from the pressure chamber I22 only into the application piston chamber I8, thus producing a higher pressure than is obtained in eifecting a service application of the brakes. The application portion of the distributing valve device is then operated to supply fluid under pressure to the brake cylinder 4 as hereinbefore described. The application piston chamber 1'8 is also connected to the safety valve device I15 through passages I63 and I23, the restricted passage H6 in the equalizing slide valve I4, port IT! in said slide valve, and passage I18.

In emergency position of the brake valve device I5, fluid at feed valve pressure is supplied from the rotary valve chamber 18 of said device to the application cylinder pipe I63 through the restricted port iii? in the rotary valve I9. Fluid under pressure thus supplied to the application cylinder pipe flows thence through passage I53 in the distributing valve device to the application piston chamber 78. This additional supply of fluid under pressure to the application piston chamber 78 tends to increase the equalized pressure of the pressure chamber i222 and the application piston chamber 78. If the pressure of the fluid in the application piston chamber exceeds the pressure adjustment of the safety valve device I15, said device will operate to reduce said pressure until a balance is established between the rate at which fluid is supplied to said chamber through the brake valve device and vented from said chamber through the safety valve device, after which the balance will be maintained as long as the supply is continued.

In order to effect a release of the brakes after an emergency application, the handle 4| of the brake switch device It may be turned to running position and due to the engagement of the face SI of the handle il with the arm 34, the handle 20 of the brake valve device will also be moved to running position, or if the handle 4| is first turned to release position and then to running position, said engagement will cause the handle 20 to be moved to release position and then, due to the engagement of the arm 34 within the recess 59, the handle 20 will be moved to running position, concurrently with the corresponding movement of the handle 4 I The equipment is then recharged and the brakes released in the same manner as hereinbefore described.

If it is desired to apply the locomotive brakes independently of the train brakes when the automatic brake valve device is in running position and the equalizing portion of the distributing valve device is in release position, as shown in Fig. 1, the independent brake valve device 2 may be turned to either quick application position or slow application position according to how fast it is desired to apply the locomotive brakes.

In quick application position of the independent brake valve device, fluid at the pressure supplied by the reducing valve device 58 to the rotary valve chamber 69 flows therefrom through a port I85) to passage M53, as indicated in Fig. 10, and from thence through the application cylinder pipe I62 to the distributing valve device, then through passage I83 in the distributing valve device to the application piston chamber 18. Fluid under pressure thus supplied to the application piston chamber causes the application portion of the distributing valve device to operate to supply fluid under pressure to the brake cylinder 4 in the same manner as hereinbefore described and at a rate governed by the rate at which fluid under pressure is supplied to the application piston chamber I8. Fluid under pressure supplied to passage I53 in the distributing valve device also flows through passage I23, 5 cavity I24 in the slide valve 14 and passage I34 to the application chamber I33, but the supplying of fluid to said chamber at this time is merely incidental.

If it is desired to limit the degree of pressure 10 obtained in eiiecting an application of the locomotive brakes to less than the pressure supplied by the reducing valve device 58, then when the desired degree of application of brakes is obtained on the locomotive, the independent 15 brake valve device is turned to lap position, in which position passage I63 in said device is lapped so as to prevent further flow of fluid under pressure to the distributing valve device.

In the slow application position of the inde- 0 endent brake valve device, the locomotive brakes are applied in the same manner as in the quick application position except at a slower rate, the supply of fluid at reducing valve pressure to the application cylinder pipe I63 occurring through 25 a restricted port I8I in the rotary valve 68, as indicated in Fig. 10.

When it is desired to effect a release of the locomotive brakes by operation of the independent brake valve device, said brake valve device 30 may be turned to running position, in which position, with the automatic brake valve device in running position and the equalizing slide valve M of the distributing valve device in release position, fluid under pressure is vented from the application piston chamber I8 and application chamber I33 to the atmosphere through the brake switch device and both of the brake valve devices, in the same manner as when releasing the locomotive brakes by operation of the automatic brake valve device after a service application. This venting of fluid under pressure from the application piston chamber I8 permits brake cylinder pressure acting in cham bers 82 and IE6 to move the application piston H to release position for venting fluid under pressure from the brake cylinder 4 in the same manner as hereinbefore described.

In the event of failure of the electric equipment, or if for any other reason it should be so desired, the operator by the use of the automatic brake valve deivce i5 may so vary brake pipe pressure as to cause the triple valve devices I of the electro-pneumatic brake equipments and the triple valve devices on cars not provided with an electro-pneumatic brake equipment to operate and effect the application and release of the brakes in the usual manner. In this case, the handle M of the brake switch device I6 is first turned to and left in electric brake cut-out position, in which position the contact 43 in said device is out of engagement with the contacts 44, 45 and as, thereby maintaining the train wires I, 8 and 9 deenergized. In this position. of the brake switch device, passages 54 and 55 are connected by a cavity I13 in the rotary valve 53, as indicated in Fig. 10, so that the locomotive brakes may be released through both brake valve devices in the manner hereinbefore described.

The above mentioned movement of the handle 4! for cutting out the electric brake control causes the handle 26 of the automatic brake valve device to be positioned in electric lap position, due to the interlocking arrangement between times, said devices being so interlocked that when the brakes are being controlled electrically and the brake switch device is turned to the electric service position, the automatic brake valve device is automatically lapped for cutting off the supply of fluid from the feed valve to the brake pipe, and when the brake switch device is moved to release or running position for releasing the brakes and recharging the brake system, the automatic brake valve device is automatically moved to release or running position.

While one illustrative embodiment of the invention has been described in detail, it is not my intention to limit its scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. The combination with a brake pipe and a brake valve device operative to supply fluid under pressure to said brake pipe and to pneumatically control the brakes on the train by varying the pressure of fluid in said brake pipe, of electrically controlled means operative to control the brakes on the train independently of variations in brake pipe pressure, manually controlled means for controlling the operation of said electrically controlled means, and means operative upon operation of said manually controlled means to effect an application of the brakes, to effect operation I v of said brake valve device to cut off the supply of fluid under pressure to said brake pipe.

2. The combination with a brake pipe and a brake valve device operative to supply fluid under pressure to said brake pipe and to pneumatically control the brakes on the train by varying the pressure of fluid in said brake pipe, of electrically controlled means operative to control the brakes on the train independently of variations in brake pipe pressure, manually controlled means for controlling the operation of said electrically controlled means, and means operative, upon operationof said manually controlled means to effect an application of the brakes, to effect operation of said brake valve device to cut oil the supply of fluid under pressure to said brake pipe, said means being also operative, upon operation of said manually controlled means to efiect a release of the brakes, to effect operation of said brake valve device to supply fluid under pressure to said brake p1pe.

3, The combination with a brake pipe and a brake valve device operative to pneumatically control the brakes on a train by varying the pressure of fluid in said brake pipe, said brake valve device having a position for supplying fluid under pressure to said brake pipe and a lap position for cutting ofi said supply, of a brake switch device operative to electrically control the brakes on the train and having an application position for effecting an application of the brakes, interlocking means operatively connecting said brake switch device to said brake valve device between said positions of said brake valve device, and means operative to render said interlocking means ineffective when lap position is reached, so that further movement of said brake switch device to said application position is independent 5 of said brake valve device.

4. The combination with a brake pipe and a brake valve device operative to pneumatically control the brakes on a. train by varying the pressure in said brake pipe, said brake valve de- 10 vice having a release position for supplying fluid under pressure to said brake pipe and a lap po-' sition for cutting ofl said supply, of a brake switch device operative to electrically control the brakes on the train and having a release position and 15 an application position, interlocking means operatively connecting said brake valve device and said brake switch device within a zone of movement defined by the first mentioned release position and said lap position whereby the brake 20 valve device is moved through said zone upon movement of said brake switch device from the second mentioned release position to a predetermined position in a direction toward application position, means for causing said interlocking means to become ineffective in said lap position so that further movement of said brake switch device to said application position is independent of said brake valve device, and means for causing said interlock means to become efiective when 30 the brake switch device is returned from said application position to said predetermined position.

5. The combination with a brake pipe, a brake valve device operative to pneumatically control 35 the brakes on a train by varying the pressure in said brake pipe, said brake valve having a release position for supplying fluid under pressure to said brake pipe and alap position for cutting off said supply, and a handle for operating said 40 valve device, of a brake switch device operative to electrically control the brakes on the train and having a release position and an application position, a handle for operating said brake switch device, driving means associated with the second 45 mentioned handle and adapted to engage the first mentioned handle, means for causing said driving means to engage the first mentioned handle in said release positions and during movement of the second mentioned handle from the second 50 mentioned release position to a predetermined position intermediate the second mentioned release position and said application position whereby the first mentioned handle is moved to said lap position, means for causing said driving 55 means to become disengaged from the first mentioned handle in said predetermined position, other driving means associated with the second mentioned handle and adapted to engage the first mentioned handle; and means for causing the 60 second mentioned driving means to engage the first mentioned handle upon movement of the second mentioned handle through said predetermined position toward the second mentioned release position, the last mentioned means also act- 5 ing to maintain said engagement during movement of the second mentioned handle from said predetermined position to the second mentioned release position.

6. The combination with a brake pipe and a 70 brake valve device operative to pneumatically control the brakes on a train by varying the pressure of fluid in said brake pipe, said brake valve device having a release position for supplying fluid under pressure to said brake pipe and a lap position for cutting 01? said supply, of a brake switch device having a release position, an application position and another position intermediate the second mentioned release and said application position, means operative upon movement or" said brake switch device from the second mentioned release position to said other position to eifect operation of said brake valve device from the first mentioned release position to said lap position, means for rendering the first mentioned means ineffective in said other position so that further movement of said brake switch device toward said application position is independent of said brake valve device, and means operative upon movement of said brake switch device through said other position from said application position to the second mentioned release position to effect operation of said brake valve device from said lap position to the first mentioned release position.

7. The combination with a brake pipe, a brake valve device operative to pneumatically control the brakes on a train by varying the pressure of fluid in said pipe and having certain operating positions, a quadrant for defining said positions, said brake valve device having a release position for supplying fluid under pressure to said brake pipe, a service position for eliecting a reduction in brake pipe pressure for applying the brakes and a lap position intermediate said release position and said service position for cutting off said supply, and a handle for operating said brake valve device, of a brake switch device operative to electrically control the brakes on the train and having a release position and an application position, a handle for operating said brake switch device, and means cooperatively associated with said handles and said quadrant for effecting movement of said brake valve device from the first mentioned release position only to said lap position upon movement of said brake switch device to said application position and for effecting movement of said brake valve device from said lap position to the first mentioned release position upon movement of said brake switch device from said application position to the second mentioned release position.

8. The combination with a brake pipe and a brake valve device operative to pneumatically control the brakes on a train by varying the pressure of fluid in said pipe and having a position for supplying fluid under pressure to said brake pipe and a lap position for cutting off said supply, of a brake switch device operative to electrically control the brakes on the train and having a release position, an application position and a cutout position in which the electric control of the brake is rendered inoperative, means operatively connecting said brake valve device and said brake switch device for effecting movement of said brake valve device from said fluid supplying position to said lap position upon movement of said brake switch device from said release position to said application position, and means for rendering said connecting means ineffective when lap position is reached, so that further movement of said brake switch device to said application position and to said cut-out position is independent of said brake valve device and so that said brake valve device may be operated independently of said brake switch device when said brake switch device is in said cut-out position.

9. The combination with a brake pipe and a brake valve device operative to pneumatically control the brakes on a train by varying the pressure of fluid in said pipe and having a release position in which communication is opened for supplying fluid under pressure to said brake pipe and a lap position in which said communication is closed, of a brake switch device operative to 5 electrically control the brakes on the train and having a release position for releasing the brakes and an application position for applying the brakes, and means operative to move said brake valve device out of the first mentioned release position to said lap position upon movement of said brake switch device from the second mentioned release position to said application position, said means being also operative, upon movement or" said brake switch device from said application position toward the second mentioned release position, to move said brake valve device to the first mentioned release position before said brake switch device has completedthe movement to the second mentioned release position.

10. In a fluid pressure brake for a locomotive and cars of a train, the combination with a brake cylinder on the locomotive, of an application and release pipe, .a release pipe, a valve device operated by an increase in fluid pressure in said application and release pipe for effecting the supply of fluid under pressure to said brake cylinder and operated by a reduction in fluid pressure in said application and release pipe for effecting the release of fluid under pressure from said brake 3o cylinder, a brake switch device operative to electrically control the brakes on the cars and having an application position for effecting an application of the brakes and for supplying fluid under pressure to said pipes and also having a release zone for effecting a release of the brakes and for establishing communication between said pipes, and a brake valve device for controlling a passage through which fluid under pressure is vented from said release pipe, said brake valve device being operative, upon movement of said brake switch device to said application position, to a position for closing said passage and operative, upon movement of said brake switch device out of said application position to the adjacent limit of said zone, to maintain said passage closed, said brake valve device being also operative, upon further movement of said brake switch device to a position within said zone, to open said passage.

11. In a fluid pressure brake for a locomotive 5 and cars of a train, the combination with a brake cylinder on the locomotive and a brake pipe, of an application and release pipe, a release pipe,

a valvedevice operated by an increase in fluid pressure in said application and release pipe for effecting the supply of fluid under pressure to said brake cylinder and operated by a reduction in fluid pressure in said application and release pipe for effecting the release of fluid under pressure from said brake cylinder, a brake switch device operative to electrically control the brakes on the cars and having an application position for effecting an application of the brakes and for supplying fluid under pressure to said pipes and also having a release zone for effecting a release of the brakes and for establishing communication between said pipes, a brake valve device for controlling the supply of fluid under pressure to said brake pipe and for controlling a passage through which fluid under pressure is vented from said release pipe, and means operative, upon the operation of said brake switch device to said application position, to eflect operation of said brake valve device to cut off the supply of fluid under pressure to said brake pipe and to close said passage and operative, upon movement of said brake switch device out of said application position to the adjacent limit of said zone to effect the operation of said brake valve device to supply fluid under pressure to said brake pipe and to maintain said passage closed, said means being also operative, upon further movement of said brake switch device to a position within said zone, to supply fluid under pressure to said brake pipe and to open said passage.

12. In a fluid pressure brake for a locomotive and cars of a train, the combination with a brake cylinder on the locomotive, of a pipe, a valve device operated by an increase in fluid pressure in said pipe for eifecting the supply of fluid under pressure to said brake cylinder and operated by a reduction in fluid pressure in said pipe for efl'ecting the release of fluid under pressure from said brake cylinder, a brake switch device operative to electrically control the brakes on the cars and having an application position for effecting an application of the brakes and for supplying fluid under pressure to said pipe and also having a release zone for effecting a release of the brakes and for cutting off the supply of fluid under pressure to said pipe, a brake valve device for controlling a passage through which fluid under pressure is vented from said pipe, and

means operative, upon the operation of said brake switch device to said application position, to effect operation of said brake valve device to close said passage and operative, upon movement of said brake switch device out of said application position to the adjacent limit of said zone, to maintain said passage closed, said means being also operative, upon further movement of said brake switch device to a position within said zone, to open said passage.

13. In a fluid pressure brake for a locomotive and cars of a train, the combination with a brake 5 cylinder on the locomotive and an application and release pipe, of a valve device operated by an increase in fluid pressure in said pipe for effecting a supply of fluid under pressure to said brake cylinder, and manually operated control means operative to electrically control the brakes on said cars and operative upon movement of said brake switch device to effect an application of the brakes on said cars to supply fluid under pressure to said pipe.

14. In a fluid pressure brake for a locomotive and cars of a train, the combination with a brake cylinder on the locomotive, of a valve device having an application chamber and operated upon an increase in fluid pressure in said chamber to open a communication through which fluid under pressure is supplied to said brake cylinder and operated upon a reduction in fluid pressure in said chamber to close said communication and open another communication through which fluid under pressure is released from said brake cylinder, a pipe through which fluid under pressure is supplied to and released from said chamber,

a brake switch device operative to electrically control the brakes on said cars, and means oper- 3O ative upon movement of said brake switch device to effect an application of the brakes on said cars to supply fluid under pressure to said pipe.

DONALD L. MCNEAL. 

